Vehicle-spring.



R. S. TROTT.

vzmcu SPRING. APPLICATION FILED MAR. 6. 1913.

Patented Nov. 27,

6 suns-4mm! H. S. TROTT.

VEHICLE SPRING. APPLICATION man MAR. 6. 1913.-

1,247,746; Patented Nov. 27, 1917. ssnzns-suzn 2.

i M O a I0 I I7 A5 20 w -21 R S. TROTT.

VEHlCLElSPBING. APPLICATION FILED MAR. 6. I913- Patented Nov. 27,1917.

6 SHEETS-SHEET 3.

l5 i )5 I4 28 INVENTOR Altomqy R. S. TROTT.

VEHICLE SPRING.

APPLICATION mm mm. s. 1913.

1,247,746 j Patented Nov. 27, 1917.

- L9 6 SHEETSSHEET 4.

Attorney R. S. TROTT.

VEHICLE SP BING. APPLICATION mm run. 6. ma.

Patented Nov. 27, 191?.

r I ,5 71NVENT0R R. S. TROTTI t VEHICLE SPRING APPLICATION FILED Mn. 6. 1913.

Patented Nov. 27, 1917 6 SHEETS-SHEET 6.

[N VEN TOR UNITED sTA ns PATENT oFFIoE.

HOLLAND s. TROTT, or DENVER, coLonAno.

- VEHICLE-SPRING.

Patented Nov. 2'7, 1917.

Application filed March 6, 1913. Serial No. 752,393.

' '1 '0 all whom it may concern:

Be it known that I, HOLLAND S. Teen, a citizen of the United States, residing at Denver, in the county of Denver, and State of Colorado, have invented certain new and useful Improvements in Vehicle-Springs, of which the following is a specification.

My invention relates to an improvement in vehicle springs and more particularly to that type of spring disclosed in Patents Nos. 1,029,731 and 1,029,732, granted to me June 18, 1912, and on which this is an improvement. I

The object of this invention is to provide a spring structure for vehicles that will permit of a free movement of the axles in the direct line of any jolt received, that is either vertically, horizontally or obliquely at any angle between the vertical and hori zontal and will restore the.axles to their normal position. g

A further object is to provide means which will at all times hold the axles in a position approximately at right angles whether the "olts are transmitted to the axles or whether the jolts are transmitted to one or both of the wheels.

A stillfurther object is in the construc- 4 tion of the means for holding the axles in such a manner that av direct connection is provided between the frame and axle, andthe end'wise movable connection, as shown in the atents above referred to, is not required.

ith these objects in View, this invention consists of certain novel features of construction and combinations of parts which will be hereinafter more fully describedand pointed out in the claims.

In the accompanying drawings:

Figu showing my improvement applied to both the front and rear axles;

Fig. 2 is a view in side elevation of the structure disclosed in Fig. 1;

Fig. 3 is an enlarged viewjin side elevation withparts broken away to better illustrate the inner end of the reach and its connection with the frame;

Figs. and 5 are detail perspective views of the parts of the mechanism shown in Fi 3; a 4

Fig. 6 is a, view in side elevation of a modified form;

Fig. 7 is a view in top plan of the form disclosed in Fig. 6;

re 1 'isia p P n View of a vehicle .structure and not an additlonal part.

Fig. 8 shows a side elevation of another modified form;

Fig. 9 is a top plan view of the structure in Fig. 8;

Figs. 10, 11, 12 and 13 disclose still other forms of connection which may be used between the frame and the axle and yet attain the desired result; and

Figs. 14, 15, 16 and 17 show-forms of my invention in which the axle restoring springs are connected between the axle or load spring and frame.

The usual front and rear axles 1 and 2 are provided and have the wheels 3-3 carried thereby. The frame A is supported by the axles through the load springs 4: and 5 and these load springs 1 and 5 may be of any standard form, the only constructional detail necessary to their successful operation in this connection being that they are pivoted to the frame so that the axle may have movement in the direction of the longitudinal extent of the frame.

It will be seen that the load springs can be of the leaf type, either full elliptical, semi-elliptical, or straight or they can be of the spiral or helical type, and also that the frame can be of the overslung or underslungtype.

In the preferred form as shown in Figs. 1 and 2 of the drawings the load springs are shown as of the usual leaf type which may be, either full or semi-elliptic and are connected at their ends pivotally with the cal spring or a helical spring provided, of t course, that spring can be connected to per-- mit the movement of the axle with respect to the frame. In some instances the spring itself might be dispensed with and the link 1 connected direct between the axle and frame.

. The frame A has near the center thereo transverse braces 7 and 8 but in eve other respect is of standardform and mig t even be constructed so that the su plemental braces 7 and 8 will form a part 0 the su er uch form is shown in Fig. 1.

A brace or reach 9 is provided for each of I the axles. These. braces, as better shown-in Fig. 1, are preferably .Y -shaped in top p lian,

ends of the axle.

-.ball and socket aim is formed. A ball 12 fits into the soc et and projects therefrom toward one of the axles. A hearing 13 is formed on the ball member of the joint and at the angle of the V-shaped brace, a similar. bearing 14 is provided. A full elliptic spring 15 is rigidly connected to the bearings 13 and 14 by the yokes or clips'fti which are secured b nuts 17 The springs 15 are preferably 0 the multipleleaf type and these leaves at their ends are shackled to the other leaves of the spring so that the spring would be equally effective both when expanded and compressed, that is the full efficiency of each leaf will be attained in every direction. I

With the structure as described, the axles 1 and 2 will be held normally in the position shown in Fig. 2. In traveling over the road, any obstruction which is encountered by the front wheels carried on the axle 1 will cause this axle to move backwardly with re spect to the frame, or, as it were, to stand.

' still while the frame moves forward in an uninterrupted line. This momentary halting of the axle is permitted by the spring 15 which is connected to the forward reach 9 and with the cross bar 8- of the frame. By halting the axle,- the load spring 4, which is connected between the frame and the axle 1,has sufficient time to flex upwardly and permit the wheel to rise and ride over the obstruction; .then,when the obstruction or irregularity has been passed, the spring 15 again returns the axle 1 to its normal position. The operation with therear axle is identical with the exception that a pull instead of a thrust is exerted at the ball and socket connection with the frame and the spring 15 is expanded rather than compressed. y

The structure as described will, under ordinary conditions, hold the axle at all times in a position approximately at right angles to the longitudinal extent of the frame, or, as'it were, to the line of draft, but .if a very severe shock is transmitted tothe wheel on one end of the axle, and no shock is transmitted to the wheel on the opposite end, the tendency will be for the angle of-the brace carrying the bearing 14 to twist out of its alinement with the connection to the frame; thus straining the spring 15 and causing the axle to be' thrown out of its right angular relation to the frame. To overcome this it 'is preferable that some means of bracing the reach 9, adjacent the bearing 14, be provided, and perhaps a preferable form of bracing means is that shown in Figs. 1 to 5 in which a toggle 18 is made of sufficient width to extend between the side bars of the frame and it is pivoted at its upper end to be suspended below the frame. A bifurcated ortion 19 is provided on the toggle to oosely fit over and embrace the sides of the reach 9 at a point 20 adjacent the inner end.

That part of the toggle adjacent the bifurcated portion has slots 21 formed there through at right angles to the bifurcation and to communicate with it, and a pin 22 is secured in the :portion 20 of the reach 9 to be received in the slots 21. By forming the bracing structure in this manner the reach 9 is free to move backwardlyand forwardly against the tension of the spring because of the pivotal connection of the toggle with the frame, and the angular movement or the radial movement of the reach around its connection with the frame due to the flexing of the load springs is taken care of by the slots 21 in which the pin 22 travels.

It will of course be understood that under normal operating conditions, that is with the wheels traveling over a smooth road, the reach will move backwardly and forwardly against the tension of the spring and any great twisting force will not be exertedupon the reach; therefore the portion 20 of the reach will swing freely in the bifurcation of the toggle, but immediately one wheel hits an obstruction which does not transmit a shock to the other wheel, the reach will bear against the side of the bifurcated portion of the toggle and will be held against move- 'ment from its alinement with the ball and socket connection of the frame; thus the axle will be held at all times in this position with the frame, guide bars 23 23 are connected to the frame so that the guideway 24 formed between them is in a line parallel with the sides of the frame. I is rigidly secured to the reach 9 to project upwardly from a point ad'acent the bearing 14 formed at the angle 0 the reach. This bracket extends into the guideway 24 and a friction roll 26 is journaled thereonto over come the friction due to the engagement with ide bars 23'have the guide bars 23. The their working faces of su ,cient width vertically that as the friction roll 26 is oscillated vertically due to the angular movement of the axle caused by the flexing of the load spring, this roll will always be in a position to engage with the uide bar. It will, of course, be'understoo that the friction roll I A bracket 25 willbe of less diameter than the transverse dimension of the guideway and that under normal operating conditions the roll will not engage with the guide bars,.but when a twisting strain is exerted to the'reach, it will engage with one or the other and hold the reach. in its proper position, thuspreserving the right angular alinement of the axle.

In'Figs. 8 and'9 a form very similar in its results to that'dis'closed'in Figs. 6 and 7 is shown. In this structure a cross bar 27 is secured between the side bars of the frame A. The reach 9, spring 15, and ball and socket joint connection are the same.

Bracing brackets 28 are secured to the under side of. the cross bar 27 and project downwardly on either side'of the forward end of the reach 9. On each side ,of the reach, on that portion embraced by the bracing brackets 28, slide bearings are provided and these bearings are of sufiicient length that as the reach moves backward and for ward against the tension of the spring 15, the brace brackets 28 may engage the bearing at any time.

As with the forms already described, it is preferable that there should not be contact normally between. the bracing brackets and the bearing on the reach 9 but only when a twisting strain is exerted to the brace through the axle.

In Figs. 10,11, 12, and 13 several forms of connection between the reach and the fixed point on frame are shown with which additional bracing means, connected to hold the forward end of the reach will not be necessary. In Fig. the body-portion of the reach 9' is made tubular. Cylindrical portion 30, of a diameter to fit the opening in the reach, is connected with the ball of the ball and socket joint 31, by which the fixed point'is established on the cross bar of the frame. With this structure, an elliptic spring 32 is connected between the ball and the end of the reach to resiliently oppose the telescopic movement of the reach upon the cylindrical bar. In Fig. 11, the reach isconstructed in much the same manner as in Fig. 10, but has a tubular extension 33. A nut or collar 34 is screwed on the'end of this extension, and coil springs 35 and 36 are received around the extension 33 and the cylindrical bar 30 respectively. In this way the telescopic movement of thereach is re siliently opposed .in either direction.

Fig. 12 discloses a structure which is similar to that shown in Fig. 11, the difference being that a skeleton-work, composed of the rods'37 and the disk38, takes the place of the tubular casing as shown in Fig. 11.

In Fig. 13, rods 39-39 are secured to the hinged'bar 40,- of the universal joint, bear- 'ings 41, carried by the reach 9, have the rods 89 slidably received therethrou'gh, and

sliding movement through this bracket, and

shock and rebound springs 42 and 43 are re ceived around the rods 39 on either side of the bearings 41 to resiliently oppose move ment in either direction. A i

The structure disclosed in Figs. 14 to '17 differs slightly from the prior disclosure in that in each instance the reach 9 the central bar of which is tubular, has telescopic connection with a cylindrical bar -14, which is connected to the movable section of. the ball and socket joint -15, which establishes the fixed connection with the frame. In this structure the spring, or means to resiliently oppose movement of the axle longitudinally of the frame, is connected directly between the axle and the frame, or between'the load springand the frame. I j j In Fig. 14 a bracket 46 depends from the frame. A rod 4 7, attached to the axle, has

the shock and rebound springs 48 and 49 i are received around the rod on either side of the bracket. Inv Fig. 15, the load spring is shown as of the full elliptical type, and its pointof connection with the frame is pivoted at 50, so that the axle can swing l.ongi-. tudinally with respect to the frame. I A rec tilinear leaf spring is rigidly secured by clips 52 to the load spring at or near its pivotal connection with the frame, and the free end of thespring .51 is secured by a link 53 to the frame. In this way the pivotal. connection of the load spring with the frame permits'of the longitudinal movement of the axle. The axle is held at rightangles by the reach or brace and the rectilinear spring opposing the pivotal movement of the load spring resiliently opposes the movementi of the axle longitudinally of the frame.

In Fig. 16 the links 6' are so connected between the frame and load spring that they are at all times under compression. A bracket 54 extends from the frame, and a rod 55 is pivotally connected with one of the links 6'1 and slidably received through the bracket 54. The shock and rebound springs 56 and 57 are received around the rod 55 on eithersideof the bracket, andthus resili ently opposethe pivotal movement of. the link, and consequently the longitudinal movement of the axle. i

Fig. 17 discloses a combination of the structure shown in Figs. 15 and 16. In this instance the rectilinear spring 58 is connected to one of the links, 6 by which the load spring is connected with the frame. The spring 58 is rigidly connected to the link beyond the point of pivotal connection with the frame, and thus resiliently opposes the pivotal movement of the link, and conseguent ly the longitudinal movement of the ax e.

It will thus be seen that I have provided a structure in which a reach connected with I the axle and connected. at a fixedpoint to 130 the frame normally holds the axle in position at right angles to the line of draft and also that any great twisting strain trans- -mitted to the axles by the irregularities of.

the road is taken care of by the toggle or brace connection.

It is evident that still other modifications mightbe resorted to without departing from the spirit and scope of my invention, and hence I do. not wish to limit myself to the exact construction described herein, but- Having fully described niy invention, what I claim as new and desire to secure by Letters Patent, is I: I l. The combination with a vehicle'frame,

and a ,vertically and horizontally movable axle, of a universally jointed fixed point connection with the frame, and means interposed between and connected with the fixed point connection and axle for maintaining the axle square with the line of draft.

, 2. The combination with a vehicle frame .and amovable axle, of means for resiliently opposing the movement of the axle, a fixed point pivot connected to the frame, and means between thefixed point pivot and axle for keeping the latter square.

3.,The combination with a vehicle frame and axle,of a.V-shaped reach secured to the axle near the extremities thereof, an alinement spring secured to the free end of the reach, a flexible connection between the spring and frame, and a brace pivoted to swing longitudinally of the frame and embracing said free end of the reach for holding it against lateral movement, said reachv to maintain the axle in a position approx mately at right angles toand brace actin the line of draft and said spring acting to resilientl op ose movement of the axle both backwar and frame; r l

4. The combination with a vehicle frame, and a vertically and horizontallymovable axle, of means for resiliently opposing the cmovement-iof the axle, a universal pivot connection mounted on the frame at a fixed point, and'means between the fixed point pivot connection and the axle for keeping the latter'square with the line of draft.

5.:The combination with a vehicle frame,

forward longitudinally of the o 'axle, and a reach connected to the axleat one end and to the frame at the other end of a universal pivot mounted on the frame, and means in the reach forpermitting a varIa-JE tion in the distance between its two ends;

- 6. The combination withia vehicle-frame, axle, and reach connected to -the axle at one end and universally'mount'edon the frame at the other end, of means for permitting a variation of the distance between the two ends of the reach, and means to resiliently oppose suchvariation.

7. The combination with a frame, axle,

and a reach connected with the axle and at a fixed point onthe frame, thereby keeping the axle square, of a spring connected with the reach at a point between the fixed point and the axle for resiliently opposing movement of the axle longitudinally of the frame. In testimony whereof I afiix my signature in the presence of two witnesses. i

ROLLAND- S. TROTT. Witnesses EDWARD LUPFER AURAND, OHAs. E. STRAWN. 

